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techniques.
Go Fly a Kite (Carefully!)
It may be tempting to think that aviation is all about
airborne experiences, but a large number of aviation
enthusiasts enjoy ground-based hobbies that involve
moored (tethered) devices such as balloons and kites.
An instrument rated pilot who was hosting a “kite party”
describes a near encounter between a sports kite and a
helicopter:

We held a kite flying party at our farm. At one point we
had probably a dozen kites flying, some at altitudes of 500
feet, perhaps even more. One kite in particular was notable
because it is 4 feet by 5 feet and is normally flown on a
250# dacron line. Although this kite is legal under FAR
Part 101, I’d hate to be the one to run in to it in any
aircraft. At the time of the incident, this kite was flying at
perhaps 350 feet AGL. With very little warning, a state
police helicopter made a very low, high-speed pass over the
field. As an instrument rated pilot myself, I’d say his
altitude was less than 200 feet AGL. He must have seen it
because after flying right past the kite, he suddenly reversed
course and carefully circled the field. The pilot of this
helicopter is fortunate. I was unable to read his tail
number due to his high speed…
While it’s true the helicopter pilot
bears the brunt of responsibility for
this incident, I am not blameless
either. I know that state helicopters
often land behind…the elementary school to the east of my
farm. I also am aware of extensive training activity from
500 feet AGL and up. As if that weren’t enough, there is
extensive ultralight activity in my area too. Part 101 does
say that we, as kite fliers, should not present a hazard to
other aviation activities. In that light, I intend to discuss
this issue with my local FSS to see if they can put out a
NOTAM concerning our activity…
It would be a good idea for our reporter to brush up on the
applicable regulations, too. FAR 101 prohibits the flying
of moored kites more than 500 AGL and within 5 miles of
the boundary of any airport. It also requires that kites
flown between sunrise and sunset have colored pennants
or streamers attached to the mooring lines at not more
than 50-foot intervals, beginning at 150 feet above the
surface of the ground and visible for at least
one mile.
ASRS Recently Issued Alerts On…
Maule M-7 loss of pitch control emergency
Power line hazard to gliders at a Northeast airport
B767 false GPWS warnings during heavy precipitation
Recurring ARTS III computer problems at an ATC facility
ATC “pull alongside” clearance to air carriers on approach
May 2001 Report Intake
Air Carrier / Air Taxi Pilots 2112
General Aviation Pilots 718
Controllers 54
Cabin/Mechanics/Military/Other 192
TOTAL 3076
Number 263 July 2001
“Kick the Tires and Light the Fires” – Not
The colorful lingo of military aviation has found a
permanent niche in the civil aviation vernacular, including
that often-quoted favorite, “Kick the tires and light the
fires!” This expression originally meant to bypass or
severely limit the time required for physical inspection of an
aircraft prior to flight. Currently, it means, “Let’s get this
aircraft pre-flighted and out of here!”
Regardless of which interpretation is applied, the result can
spell trouble for pilots who follow the advice too literally.

I took another pilot to airport ABC to ferry an aircraft to
my home field. Due to winds, I elected not to fly my
taildragger and borrowed another tri-gear aircraft. The VFR
flight to ABC was uneventful with my fellow pilot navigating.
I had never been to ABC before, which is a very busy Class B
area.
Upon departure [from ABC] in high winds and turbulence
throwing me around in the cockpit, I quickly became
disoriented. [Not] having…my navigator did not help. I
could not recognize landmarks…on my Terminal Area Chart.
I estimated my position, staying low to clear the Class B
[airspace]. Once I confirmed my position I realized I was
probably in the 1500-foot ring and my altitude was 1900 feet
MSL. I quickly dove to 1400 feet. I continued at 1400 feet
until well clear of that portion of Class B.
I failed to have a clear plan in mind when departing ABC for
heading and altitude. Because I was in unfamiliar territory
in a borrowed aircraft and turbulence was throwing me all
over the sky, I was a bit overwhelmed. I am an experienced
pilot and learned a great [lesson] from this experience. That is
　
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